Gas-motor



(No Model.)

WARD.

GAS MOTOR...

Patented Jan. 27,1885.l

l l n Il N, PETERS. Phew-Limagnpher. wmhingmn. D. C.

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GEORGE M. WARD, OF NEVARK, NEW JERSEY.

GAS-MOTOR.

SPECIPECATEON forming part of Letters Patent No. 311,214, dated January 27, 1885.

Application filed April 25, 1884. (No model.)

following specification and the accompanying Y drawings, forming a part of the same.v

This invention relates to certain improve-` ments in the valve-gearing and valves of the gas-motor patented to J. A. Senell and myself, September 18, 1883, as No. 285,169; but the saine may be combined and used with engines of different construction.

The improvements consist, rst, in an improved construction for the gasvalve em! ployed for admitting a regulated supply of gas to the cylinder and gas-slide; secondly, in an improved construction for the passages to or from the gas-slide, whereby the lgas and air are more thoroughly mixed in their passage to the cylinder; and, thirdly, in an improved means of constructing the exhaust-valve, and of operating it by means of a rotating ratchetshaft and a pawl attached to the gas-slide.

, rlhe object of the first improvement is to prevent leakage from the gas-valve and to regulate the supply with more certainty; of the second, to miX the gases perfectly before ignition or combustion, and of the third to provide a double check-valve in the exhaustpassages, and to simplify the valve mechanism by dispensing with all the connections from the exhaust-valve to the engine crankshaft.

In the drawings I have shown only the engine-cylinder and its various attachments, the other parts of the engine consisting merely in the frame, crank-shaft, piston, and connections from the crank-shaft to the piston and to the slidesuch as are used in all gas-engines# and as'are fully shown in the said Patent No. 285,169; and for convenience of reference to the said patent I have marked all-the similar parts herein with the same reference-letters, and applied iigures for reference to the novel parts of my present construction.

Figure l is a side view of the cylinder and slide-cover. Fig. 2 is a plan of the entire cylinder. Fig. 3 is a side View of the cylinder and seat for slide, the seat being sectioned at that part around the inlet gas-valve. Fig. 4

is a view of the inner end of the cylinder. Fig. 5 is a view of the outer end of the cylinder with the exhaust-valve chest, and part of the cylinder in section at the center of the rear exhaust-valve. Fig. 6 is a side View of the cylinder and valve-chest, the latter being shown in section through the centers of the exhaust-valves. Fig. 7 is a view of the inner side of the gas-slide enlarged. Fig. Sis asection of the slide adjacent to the port J. Fig. 9 is a section of the slide on line z z in Fig. S. Fig. 10 is a similar section on line x :I: in Fig. '8, and Fig. 11 is a sectional view of the double conical gas-valveand its seat enlarged.

A is the cylinder; B, a seat on the righthand side of the same to receive the gas-valve, gas-slide C, governor F2, and inlet-valve chamber L.

D is a cover holding the slide to the seat B, and carrying a flame-chimney, I, lighting-passage u, and gas-burner Z.

F is the governor-valve case F2, the column and bearing for the driving-shaft of the governor, the spindle and balls of the governor not being shown, although the pulley cl is indicated by dotted lines.

F3 is the duct from the governor to the regular gas-feeding valve of the engine, which valve is actuated once for each stroke by a lug, g, upon the inner side of the slide, the gas being supplied to the governor by the pipef.

M is an airinlet located :in the'seat B underneath the gas-valvell, and communicating with the port J in the slide C, as in the Patent No. 285,169, by a port, M, in the face of the seat B.

L is an inlet -valve chamber formed in the seat B, (which latter thus serves as a valvechest,) and communicating with the doublemouthed port'J in the slide by a passage, m, a valve, L, opening upward in said chamber, and conducting the charge of mixed air and gas into the chamber or bore A by a tangential port, L2. The slide is provided with the internal port, J, having two mouths opening coincidently at a given time into the port M and passage m, and has a lighting-pocket, N, formed in such relation to the lighting-passage n that it coincides with the latter when the ports in J connect the valve-chamber L with the gas and air supply to furnish the cylinder IOO with its requisite charge. The slide being then shifted to the right by any suitable means, after the engine has compressed the charge in the usual manner, the light in the pocket N ignites the charge in the chamber L, and thus fires the cylinder-charge. As this cham-ber contains but a small quantity of the mixed gases, its contents are not certain to explode unless the same have been very thoroughly mixed in their passage to the chamber through the port J. The port in the slide is therefore provided withgratings of the kind hereinafter described, and the presence of an excess of air in the chamber is prevented, and an explosion of the charge in the valve-chamberisinsured.

To effect a suitable movement of the slide, it is preferably geared, as shown in the Patent No. 285,169, so as to reciprocate but once for two complete revolutions of the crankshaft or double strokes of the operative piston, thus allowing the cylinder to discharge its exhaust, draw in a mixed charge, and to compress it before the same is tired by the light in the pocket N.

My present improvement in the gas-inlet consists in making a taper seat across the gasduct F, and placing therein a taper plug or gas-valve, 1, provided with a spindle, 2, projecting outside of the seat, to move it longitudinally, and with a spring` to keep it normally closed. A lug, g, is formed on the slide C, and is preferably provided with a setscrew, 3, by which the spindle 2 is pressed at each stroke of the slide, and the gas-valve opened justas the port J opens a communication with the port M and passage m. The reverse movement of the slide permits the valve to close when the lugg is withdrawn, and the spring G then holds it pressed into its conical seat during the explosionand discharge of the charge. rFhe conical seat is shown formed inside aconical shut-off plug, 4, having the gas-duct F3 carried through it transversely, sothat the rotation of this plug will close the gas-duct and prevent leakage from the valve 1 when the engine'is notin use. To effect such rotation, the plugl: is held into a tapering seat (in the main seat B) by a gland, 5, and bolt 6, Fig. 11, and is constructed with a hollow shank, 7, provided with a handle, 3, the spindle of the valve 1 passing through the hollow shank and projecting in the path of the lug g, as described above.

My improvement in the gas-slide consists in the insertion ot' bridges in the mouths of the port J, through which the charge is led to the cylinder, these bridges having inclined apertures in them to mix up the air and gas before they enter the cylinder.

In the enlarged views ot' the slide shown in Figs. 7 to 10 the bridges are shown at 9 and the perforations through them at 10, the perforations consisting in slits in one bridge and in round holes in the other.

In Fig. l() the perforations are shown inclined all toward the bottom of the slide, thus discharging the gases upward as they pass from the port J into the duct m and chamber L, if such chamber be used; but the section in Fig. 9, which represents the end of the port which receives the air and gas, has perforations inclined in both directions, so as to mix the gases thoroughly inside the port J while passing through it. By this construction the stream of air and gas is subdivided in these little passages, and when Vreunited is thoroughly mingled by the movement oi' the inclined jets against the walls ot' the ports.

l am aware that air and gas have been introduced into the end of a cylinder in small streams to mix the same, and that a tangential port has been used for the same purpose. My invention ditit'ers from these both in the application ot' inclined apertures to a grating or bridge inserted in a narrow passage, and in their use before the small valve-chamber L. The gases are thus deflected sidewise against the walls of the narrow passage, and are ei'- fectually mingled, though confined in such a narrow space. I therefore disclaim the mere divisionY of the gases into streams or jets, except in the manner described.

My improvement in the exhaust-valve mechanism consists, first, in applying' two valves to the exhaust-passage t in such manner that one of them will be self-closing, to resist the suction of the operative piston when drawing in a charge,v and the other will be self-closing in the opposite direction when the charge is compressed, both valves being seated by their weightalone, and all springs upon them being thus dispensed with. The arrangement is shown in Figs. 5 and 6,wherein 11 is a' valvechest having its lower part divided into two chambers,12 and 13, by a plate, 14, and valveseats 15.` Its upper part is in one chamber, 16, which connects with the chambers 12 and 13 by apertures,over which are seated a checkvalve, 17, and a discharge-valve, 18. Screwcaps 19 are inserted in the top ofthe chest 11 to admit the valves, and a cam-shaft, 20, and cam 21 are supported beneath the cylinder in bearings 26,to operate the discharge-valve 18. lThe check-valve is merely guided in its place by a short stem, not projected beyond the chamber 12; but the valve 1S has a stem, 22, projected through the bottom ofthe chest 11, and resting upon the cam 21,which is rotated intermittently by the shaft 2O when the latter is operated by the slide C. The cam-shaft is provided at the end beneath the slide with a ratchet-wheel, 23, having four teeth, and a pawl, 24, is pivoted to the slide at 25 in such manner as to push the wheel around onequarter of a revolution for each stroke of the slide. The principal cam-face is concentric, except at one spot, where the gure 21 is applied in Figs. 5 and G, and at a single point at the opposite side (marked 30) in the same figures. The projection 21 extends all the way across the face of the cam,whieh is shown more than double the width ot' the stem 22; but the projection 30 extends but half-way across, so as to be moved in or out of line IOO IIO

v pivoted adjacent to the cam at 33, and is provided with a handle, 34, to shift the cam longitudinally on the shaft 20, and thus apply the cani-tooth 30 to the valve-stem 22 when desired. B y thus applying it the exhaust valve 18 may be opened during the early part of the compression-stroke, in the manner effected in my former patent, No. 285,169, by a recessed disk, u', and the operator may thus be able to turn the y Wheel of the engine around with less resistance from the compression when rst starting the engine. To accomplish this, lhe handle 34 is operated to shift t-he cam, with the tooth 30, in line with the valve-stem 22, and let the cani relnain in that position merely until the engine is started and has acquired momentum enough to effect the full compression with the exhaust closed.

From the above description it will be seen that my construction enables me to shut oli the gas-duct F3 when the engine is not running, to dispense with spring to close the eX- hanst-valve when drawing in the charge, and to dispense with the mechanism heretofore used to communicate the motion from the main crank-shaft to the exhaust-valve.

The pawl to operate `the ratchet wheel 28 may be constructed in any manner to push the wheel when moving in only one direction, and the set screw 3 is not used when the valvespindle 2 is made the right length.

I therefore claim my improvement as fol- IOWS:

1. The combination, with the gas-supply duct F3, of the taper plug 1, inserted across the duct F, and provided with the spring G and spindle 2, and the slide C, provided with lug g, arranged and operatedto open the gasduct, all substantially as and for the purpose set forth.

2. The combination` with the taper shut-oft` plug 4, seated across the gas duct, and provided with duet F3, as described, of the taper plug 1, seated inside the shutoff plug, and provided with spring G and spindle 2, and adapted to move endwise to open the duct F3, as and for the purpose set forth.

3. The combination, with the slide G and its internal port, J, for conducting the air and gas to the valve chamber L, of the gratings having inclined perforations for dividing and remixing the gases, substantially in the manner shown and described.

et. The combination, with the slide C and the exhaust-valve 18, of the shaft 20, cam 21,

vratchet -wheel 23, and pawl 21, attached to the slide, substantially as and for the purpose set forth.

5. The combination, with the ratchetshaft 20, intermittently rotated by the pawl 24, of the cani constructed with opposite teeth 21 and 30, and means, substantially as described, for shifting it longitudinally, as and for the purpose set forth.

(5. The combination, with the cylinder A and its exhaust passage, of the checlevalve 17 and the exhaust valve 18, arranged substantially as described, and the means for opening the exhaust-valve intermittently, the whole arranged and operated substantially as and for the purpose set forth.

In testimony whereof l have hereunto set my hand in the presence of two subscribing witnesses.

GEORGE M. VARD.

Titnessesz Trios. S. CRANE, I. B. Wann. 

